Vehicle having rail-mounted components

ABSTRACT

A vehicle includes a cabin and a track assembly. The track assembly is coupled to a portion of the cabin. The track assembly includes a rail assembly. The rail assembly defines an interior aperture. The interior aperture is inaccessible from a top side, a first lateral side, and a second lateral side of the rail assembly. The rail assembly defines a first external channel in the first lateral side and a second external channel in the second lateral side. The first and second external channels receive a carriage power conductor and a carriage data conductor, respectively.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to a vehicle. Morespecifically, the present disclosure relates to a vehicle that hasrail-mounted components.

BACKGROUND OF THE INVENTION

Vehicles are often provided with some degree of adjustability in a cabinof the vehicle. For example, components of the vehicle that are providedin the cabin (e.g., seating assemblies) can be adjusted to meet thepreferences of occupants of various sizes. Additionally, in someexamples, vehicles are capable of adjustments to components of the cabinto increase a cargo area of the vehicle. However, additional solutionsare needed that enable increased adjustability in the cabin of thevehicle while further improving the utility of the vehicle.

SUMMARY OF THE INVENTION

According to a first aspect of the present disclosure, a vehicleincludes a cabin and a track assembly. The track assembly is coupled toa portion of the cabin. The track assembly includes one or moreretention structures and one or more carriage structures. Each of theone or more carriage structures can extend through one of the one ormore retention structures to create carriage assemblies. The trackassembly further includes one or more rail assemblies. The railassemblies receive the carriage assemblies such that the carriageassemblies slidably couple with the rail assembly. The rail assemblydefines an interior aperture. The interior aperture is inaccessible froma top side, a first lateral side, and a second lateral side of the railassembly.

Embodiments of the first aspect of the present disclosure can includeany one or a combination of the following features:

-   -   the one or more rail assemblies are installed in at least one of        a floor and a ceiling of the cabin;    -   a storage unit coupled to one or more of the one or more        carriage structures such that actuation of the associated one or        more of the one or more carriage structures along the one or        more rail assemblies results in actuation of the storage unit        within the cabin;    -   the storage unit includes a plurality of storage compartments;    -   a plurality of storage units independently coupled to one or        more of the one or more rail assemblies;    -   each of the plurality of storage units is coupled to an        associated one of the one or more carriage structures;    -   each of the plurality of storage units is coupled to a plurality        of the carriage structures, wherein each of the carriage        structures is positioned on a separate one of the one or more        rail assemblies;    -   at least one of the plurality of storage units is capable of        being actuated along the one or more rail assemblies by a        tractor assembly;    -   a first external channel defined by the first lateral side of        the rail assembly and a carriage power conductor received within        the first external channel;    -   a second external channel defined by the second lateral side of        the rail assembly and a carriage data conductor received within        the second external channel;    -   a first interior channel defined by the first lateral side of        the rail assembly and positioned within the interior aperture        and a tractor power conductor received within the first interior        channel;    -   a second interior channel defined by the second lateral side of        the rail assembly and positioned within the interior aperture        and a tractor data conductor received within the second interior        channel;    -   a tractor assembly that movably couples with the rail assembly        within the interior aperture;    -   a plurality of access doors on at least one side of the vehicle        such that the cabin of the vehicle can be accessed by a user;    -   the plurality of access doors include three individual access        doors that are selectively actuated to grant access to a front        portion, a middle portion, or a rear portion of the cabin; and    -   the individual access doors are horizontally offset from        adjacent others of the individual access doors such that        actuation of one of the individual access doors results in        adjacent individual access doors overlapping with one another.

According to a second aspect of the present disclosure, a vehicleincludes a cabin and a track assembly. The track assembly is coupled toa portion of the cabin. The track assembly includes a rail assembly. Therail assembly defines an interior aperture. The interior aperture isinaccessible from a top side, a first lateral side, and a second lateralside of the rail assembly. The rail assembly defines a first externalchannel in the first lateral side and a second external channel in thesecond lateral side. The first and second external channels receive acarriage power conductor and a carriage data conductor, respectively.

Embodiments of the second aspect of the present disclosure can includeany one or a combination of the following features:

-   -   a first interior channel defined by the first lateral side of        the rail assembly and positioned within the interior aperture        and a tractor power conductor received within the first interior        aperture;    -   a second interior channel defined by the second lateral side of        the rail assembly and positioned within the interior aperture        and a tractor data conductor received within the second interior        channel; and    -   a tractor assembly that movably couples with the rail assembly        within the interior aperture, wherein the tractor assembly        indirectly couples with rail-mounted components to actuate the        rail-mounted components along the rail assembly.

These and other aspects, objects, and features of the present disclosurewill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a top view of a cabin of a vehicle, illustrating rail-mountedcomponents, according to one example;

FIG. 2 is a top view of the cabin of the vehicle, illustrating trackassemblies that the rail-mounted components couple to, according to oneexample;

FIG. 3 is a side perspective view of the track assembly, illustratingvarious components of the track assembly, according to one example;

FIG. 4 is a cross-sectional view of the track assembly, taken along lineIV-IV of FIG. 3, illustrating an engagement between a rail assembly, acarriage assembly, and a tractor assembly, according to one example;

FIG. 5 is a cross-sectional view of the track assembly, taken along lineIV-IV of FIG. 3, illustrating a retention structure in an at leastpartially-lowered position, according to one example;

FIG. 6 is a cross-sectional view of the track assembly, taken along lineIV-IV of FIG. 3, illustrating the engagement between the rail assembly,the carriage assembly, and the tractor assembly, according to anotherexample;

FIG. 7 is a side perspective view of the rail assembly, illustrating anengagement between a carriage data conductor and a carriage data brushassembly, an engagement between a tractor power conductor and a tractorpower brush assembly, and an engagement between a tractor data conductorand a tractor data brush assembly, according to one example;

FIG. 8 is a side perspective view of the track assembly, illustratingvarious components of the track assembly, according to another example;

FIG. 9 is an end-on or front view of the track assembly, illustratingthe engagement between various components of the track assembly,according to one example;

FIG. 10 is a side view of the track assembly, illustrating a carriagestructure passing through the retention structure, according to oneexample;

FIG. 11 is an expanded view of the track assembly, taken at section XIof FIG. 6, illustrating the engagement between conductive members andbrushes, according to one example;

FIG. 12 is a side perspective view of the tractor assembly, illustratingcomponents of the tractor assembly, according to one example;

FIG. 13 is a side perspective view of the vehicle, illustrating aplurality of access doors, according to one example;

FIG. 14A is a top view of the cabin of the vehicle, illustrating storageunits in a configuration that provides a front aisle, according to oneexample;

FIG. 14B is a top view of the cabin of the vehicle, illustrating thestorage units in a configuration that provides a front-middle aisle,according to one example;

FIG. 14C is a top view of the cabin of the vehicle, illustrating thestorage units in a configuration that provides a rear-middle aisle,according to one example;

FIG. 14D is a top view of the cabin of the vehicle, illustrating thestorage units in a configuration that provides a rear aisle, accordingto one example;

FIG. 15 is a side perspective view of the vehicle, illustrating the railassemblies in a floor and a ceiling of the vehicle, according to oneexample;

FIG. 16 is a front perspective view of the storage unit, illustratingstorage compartments, according to one example; and

FIG. 17 is a front perspective view of one of the storage compartments,according to one example.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” and derivativesthereof shall relate to the concepts as oriented in FIGS. 3 and 4.However, it is to be understood that the concepts may assume variousalternative orientations, except where expressly specified to thecontrary. It is also to be understood that the specific devices andprocesses illustrated in the attached drawings, and described in thefollowing specification are simply exemplary embodiments of theinventive concepts defined in the appended claims. Hence, specificdimensions and other physical characteristics relating to theembodiments disclosed herein are not to be considered as limiting,unless the claims expressly state otherwise.

The present illustrated embodiments reside primarily in combinations ofmethod steps and apparatus components related to a vehicle. Accordingly,the apparatus components and method steps have been represented, whereappropriate, by conventional symbols in the drawings, showing only thosespecific details that are pertinent to understanding the embodiments ofthe present disclosure so as not to obscure the disclosure with detailsthat will be readily apparent to those of ordinary skill in the arthaving the benefit of the description herein. Further, like numerals inthe description and drawings represent like elements.

As used herein, the term “and/or,” when used in a list of two or moreitems, means that any one of the listed items can be employed by itself,or any combination of two or more of the listed items, can be employed.For example, if a composition is described as containing components A,B, and/or C, the composition can contain A alone; B alone; C alone; Aand B in combination; A and C in combination; B and C in combination; orA, B, and C in combination.

In this document, relational terms, such as first and second, top andbottom, and the like, are used solely to distinguish one entity oraction from another entity or action, without necessarily requiring orimplying any actual such relationship or order between such entities oractions. The terms “comprises,” “comprising,” or any other variationthereof, are intended to cover a non-exclusive inclusion, such that aprocess, method, article, or apparatus that comprises a list of elementsdoes not include only those elements but may include other elements notexpressly listed or inherent to such process, method, article, orapparatus. An element proceeded by “comprises . . . a” does not, withoutmore constraints, preclude the existence of additional identicalelements in the process, method, article, or apparatus that comprisesthe element.

As used herein, the term “about” means that amounts, sizes,formulations, parameters, and other quantities and characteristics arenot and need not be exact, but may be approximate and/or larger orsmaller, as desired, reflecting tolerances, conversion factors, roundingoff, measurement error and the like, and other factors known to those ofskill in the art. When the term “about” is used in describing a value oran end-point of a range, the disclosure should be understood to includethe specific value or end-point referred to. Whether or not a numericalvalue or end-point of a range in the specification recites “about,” thenumerical value or end-point of a range is intended to include twoembodiments: one modified by “about,” and one not modified by “about.”It will be further understood that the end-points of each of the rangesare significant both in relation to the other end-point, andindependently of the other end-point.

The terms “substantial,” “substantially,” and variations thereof as usedherein are intended to note that a described feature is equal orapproximately equal to a value or description. For example, a“substantially planar” surface is intended to denote a surface that isplanar or approximately planar. Moreover, “substantially” is intended todenote that two values are equal or approximately equal. In someembodiments, “substantially” may denote values within about 10% of eachother, such as within about 5% of each other, or within about 2% of eachother.

As used herein the terms “the,” “a,” or “an,” mean “at least one,” andshould not be limited to “only one” unless explicitly indicated to thecontrary. Thus, for example, reference to “a component” includesembodiments having two or more such components unless the contextclearly indicates otherwise.

Referring to FIGS. 1-17, reference numeral 20 generally designates avehicle. The vehicle 20 includes a cabin 24. A track assembly 28 can becoupled to a portion of the cabin 24. In various examples, the trackassembly 28 can include a retention structure 32, a carriage structure36, and a rail assembly 40. The carriage structure 36 may extend throughthe retention structure 32. The rail assembly 40 can receive theretention structure 32 and the carriage structure 36 such that theretention structure 32 and the carriage structure 36 slidably couplewith the rail assembly 40. The retention structure 32 and the carriagestructure 36 can together define a carriage assembly 42. The railassembly 40 defines an interior aperture 44. The interior aperture 44may be inaccessible from a top side 48, a first lateral side 52, and asecond lateral side 56 of the rail assembly 40. A first external channel60 may be defined by the first lateral side 52 of the rail assembly 40.A carriage power conductor 64 can be received within the first externalchannel 60. A second external channel 68 may be defined by the secondlateral side 56 of the rail assembly 40. A carriage data conductor 72can be received within the second external channel 68. In variousexamples, a first interior channel 76 may be defined by the firstlateral side 52 of the rail assembly 40. Alternatively, the firstinterior channel 76 may be defined by the top side 48 or a bottom side80 of the rail assembly 40. In some examples, the first interior channel76 may be angularly displaced relative to the top side 48, the firstlateral side 52, the second lateral side 56, and/or the bottom side 80(see FIGS. 8-9). Accordingly, it is contemplated that the first interiorchannel 76 may be defined by more than one of the top side 48, the firstlateral side 52, the second lateral side 56, and the bottom side 80 ofthe rail assembly 40. A tractor power conductor 84 can be receivedwithin the first interior channel 76. In various examples, a secondinterior channel 88 may be defined by the second lateral side 56 of therail assembly 40. As with the first interior channel 76, alternativeexamples may provide the second interior channel 88 as defined by thetop side 48 or the bottom side 80 of the rail assembly 40. In someexamples, the second interior channel 88 may be angularly displacedrelative to the top side 48, the first lateral side 52, the secondlateral side 56, and/or the bottom side 80 (see FIGS. 8-9). Accordingly,it is contemplated that the second interior channel 88 may be defined bymore than one of the top side 48, the first lateral side 52, the secondlateral side 56, and the bottom side 80 of the rail assembly 40. It isfurther contemplated that the first interior channel 76 and the secondinterior channel 88 may be defined by a single side (e.g., the top side48, the first lateral side 52, the second lateral side 56, or the bottomside 80) of the rail assembly 40 without departing from the conceptsdisclosed herein. The first and second interior channels 76, 88 are eachpositioned within the interior aperture 44 of the rail assembly 40. Atractor data conductor 92 can be received within the second interiorchannel 88. A tractor assembly 96 can movably couple with the railassembly 40 within the interior aperture 44.

Referring again to FIGS. 1 and 2, the vehicle 20 can be provided with aplurality of rail-mounted components 100. In examples, the rail-mountedcomponents 100 may be, but are not limited to, seating assemblies, floorconsoles, center consoles, storage units that include multiple storagecompartments, and the like. In various examples, the rail-mountedcomponent 100 can removably couple with the track assembly 28 and/or therail assembly 40. For example, the rail-mounted component 100 canremovably couple with the carriage structure 36 (FIG. 3) such thatactuation of the carriage structure 36 along the rail assembly 40results in corresponding actuation of the associated rail-mountedcomponent 100. In some examples, the rail-mounted component(s) 100 canbe coupled to more than one of the carriage structures 36 such thatcoordinated actuation of the plurality of carriage structures 36 resultsin corresponding actuation of the associated rail-mounted component(s)100. The vehicle 20 can be provided with one or more of the trackassemblies 28. The track assemblies 28 can be arranged alonglongitudinal, lateral, and/or angular (e.g., diagonal) directions withinthe cabin 24. In the depicted example, the track assemblies 28 arealigned in a longitudinal direction within the cabin 24 and the trackassemblies 28 are arranged with centerlines 104 that are parallel to alongitudinal axis of the vehicle 20.

Referring now to FIGS. 3-9, the top side 48 and the bottom side 80 arepositioned opposite one another on the rail assembly 40. Similarly, thefirst and second lateral sides 52, 56 are positioned opposite oneanother. While described and depicted as top and bottom sides 48, 80relative to their orientation in FIGS. 3-9, the present disclosure isnot so limited. The bottom side 80 may alternatively be referred to as avehicle-mounting side. Said another way, the bottom side 80 can directlyabut a portion of the vehicle 20 upon which the track assembly 28 ismounted. Accordingly, in examples where the track assembly 28 is mountedto a floor of the cabin 24 of the vehicle 20, the bottom side 80 can beoriented vertically below the top side 48. Similarly, in examples wherethe track assembly 28 is mounted to a ceiling or roof of the cabin 24 ofthe vehicle 20, the bottom side 80 can be oriented vertically above thetop side 48 as the bottom side 80 is mounted to the vehicle 20. It iscontemplated that the bottom side 80, or vehicle-mounting side, may becoupled to sides of the vehicle 20 rather than to the floor or theceiling of the vehicle 20. Accordingly, in such examples, the top andbottom sides 48, 80 may be oriented as lateral sides. While thesevarious orientations and arrangements of the track assembly 28 withinthe cabin 24 of the vehicle 20 are contemplated and in keeping with theconcepts disclosed herein, for the sake of brevity and clarity, thetrack assembly 28 is primarily discussed with reference to theorientation of the track assembly 28 when the track assembly 28 iscoupled to the floor of the cabin 24.

Referring again to FIGS. 3-9, the bottom side 80 can be provided withone or more flanges 108 that extend radially outward from a body 112 ofthe rail assembly 40. The flanges 108 can provide lateral stability tothe rail assembly 40. For example, the flanges 108 can provide lateralstability to the rail assembly 40 when forces are applied to the railassembly 40 (e.g., by the retention structure 32 and/or the carriagestructure 36) during normal operation and/or in the event of an impact(e.g., vehicle-to-vehicle and/or cargo impacting a rail-mountedcomponent 100). The flanges 108 can provide lateral stability in adirection that is angularly offset from the direction of travel alongthe rail assembly 40 (e.g., perpendicular to a direction of travel alongthe rail assembly 40). Additionally, in some examples, the flanges 108can be utilized as a coupling portion that receives one or morefasteners 116 that secure the rail assembly 40 to the vehicle 20 (seeFIGS. 6-7). In examples that do not utilize the flanges 108 forreceiving fasteners 116 to secure the rail assembly 40 to the vehicle20, the bottom side 80 of the rail assembly 40 can define a couplingslot 120. The coupling slot 120 can receive anchors 124 that retain therail assembly 40 to a portion of the vehicle 20. Additionally oralternatively, the anchors 124 can retain a drive rack 128 to the railassembly 40. Accordingly, the anchors 124 can extend through a portionof the bottom side 80 into the interior aperture 44 such that theanchors 124 can engage with the drive rack 128 (e.g., threadably engage)and ultimately retain the drive rack 128 in a desired position withinthe interior aperture 44. The bottom side 80 can define a drive rackreceiving slot 132 that receives the drive rack 128. In variousexamples, the drive rack receiving slot 132 can have a taperedcross-section such that an interference fit is provided with the driverack 128. For example, the drive rack receiving slot 132 may have agenerally pyramidal cross-section that is complementary to across-section of the drive rack 128 such that, upon inserting the driverack 128 into the drive rack receiving slot 132, the drive rack 128 isretained in a vertical direction and/or a horizontal direction that isnon-parallel with a direction of travel along the rail assembly 40(e.g., left-to-right as oriented in FIGS. 3-9). Such retention of thedrive rack 128 in vertical and/or horizontal directions that arenon-parallel with the direction of travel along the rail assembly 40 maybe accomplished in the absence of the anchors 124. In some examples, theanchors 124 can retain the drive rack 128 in a desired position in ahorizontal direction that is parallel or substantially parallel to thedirection of travel along the rail assembly 40, even if the anchors 124do not threadably engage with the drive rack 128. The anchors 124 canengage with an underside of the drive rack 128. The underside of thedrive rack 128 can be defined as a side that is opposite teeth 140 ofthe drive rack 128.

Referring further to FIGS. 3-8, the teeth 140 of the drive rack 128 canbe engaged by the tractor assembly 96 such that the tractor assembly 96can move along the drive rack 128 and ultimately traverse the length ofthe rail assembly 40. For example, a worm gear 144 can engage with theteeth 140 on the drive rack 128 such that rotation in a first rotationaldirection (e.g., clockwise) results in the tractor assembly 96actuating, or climbing, in a first linear direction (e.g., forward); androtation in a second rotational direction (e.g., counterclockwise)results in the tractor assembly 96 actuating, or climbing, in a secondlinear direction (e.g., rearward). In various examples, the tractorassembly 96 can be provided with one or more guide members 148 that canengage with a portion of the rail assembly 40 within the interioraperture 44 such that the tractor assembly 96 maintains a desiredpositioning within the interior aperture 44. Accordingly, binding,sticking, and/or rattling of components of the track assembly 28 can bereduced in frequency of occurrence and/or severity. The guide members148 can aid in vertical and/or horizontal positioning of the tractorassembly 96 within the interior aperture 44. The guide members 148 canalso decrease a level of felt friction that the tractor assembly 96 mayexperience as the tractor assembly 96 traverses the rail assembly 40.The decreased level of felt friction by the tractor assembly 96 as aresult of the guide members 148 being made of a low friction and/orself-lubricating material (e.g., ultra-high molecular weightpolyethylene). The guide members 148 can engage with protruding features152 of the rail assembly 40 that extend inwardly from the sides of therail assembly 40 into the interior aperture 44. For example, theprotruding features 152 can extend inwardly from the first and secondlateral sides 52, 56 toward the interior aperture 44. The engagementbetween the guide members 148 and the protruding features 152 canfacilitate and/or aid in retaining a horizontal and/or vertical positionof the tractor assembly 96 within the interior aperture 44.

Referring still further to FIGS. 3-9, in examples that utilize more thanone guide member 148, a guide member biasing member 156 can be providedthat allows the guide members 148 to move between extended and retractedpositions. For example, the guide member biasing member 156 can bias theguide members 148 to an extended position such that the guide members148 are actively pressed into engagement with the protruding features152. In various examples, the guide member biasing member 156 can be acompression spring, a coil spring, a leaf spring, elastomeric tubing,polymeric tubing, rubber tubing, or any other suitable structure orfeature that biases the guide members 148 to an extended position.Movement of the guide members 148 can be constrained by adjacentportions of a tractor frame 160 positioned generally parallel to oneanother and extending along an extension axis of the guide members 148.As depicted, the extension axis may be a horizontal axis. The tractorframe 160 in the region of the guide members 148 can define one or moreguide member shoulders 164. The guide member shoulders 164 can extendinwardly toward the guide members 148 and be positioned between theguide members 148. The guide member shoulders 164 can provide aninnermost stop for the retracted position of the guide members 148.Additionally or alternatively, the guide member shoulders 164 canprovide a region of narrower inner diameter that can aid in retention ofthe guide member biasing member 156 while also aiding in guidingcompression and/or extension of the guide member biasing member 156.

Referring yet again to FIGS. 3-9, the tractor assembly 96 can beprovided with one or more electromagnets 168. At least one of theelectromagnets 168 is provided with electrical leads 172 that canreceive power from a power supply, such as a vehicle battery.Accordingly, the electromagnet(s) 168 can be selectively energized tointroduce a magnetic field when desired. The introduction of themagnetic field can be utilized to disengage or unlock the retentionstructure 32 and transmit motion of the tractor assembly 96 to theretention structure 32 and/or carriage structure 36, as will bediscussed in more detail below. The power received by theelectromagnet(s) 168 can be transmitted from the power supply by thetractor power conductor 84. The tractor power conductor 84 can alsoprovide power from the power supply to run a drive motor 176 (see FIG.12) that drives the worm gear 144 to rotate. One or more tractor powerbrush assemblies 180 can engage with the tractor power conductor 84. Thevehicle 20 and the tractor assembly 96 can exchange data and/orinformation by way of the tractor data conductor 92. The tractorassembly 96 includes tractor data brush assemblies 184 that engage withthe tractor data conductor 92. The data and/or information that thevehicle 20 and the tractor assembly 96 exchange can include, but is notlimited to, positional information about a present location of thetractor assembly 96 within the rail assembly 40, instructions about adesired location of the tractor assembly 96 within the rail assembly 40for the tractor assembly 96 to move to, instructions about a number anddirection of rotations of the worm gear 144 to achieve the desiredlocation from the present location, instructions about engaging and/ordisengaging the electromagnet(s) 168, a status or health of the tractorassembly 96 (e.g., are components of the tractor assembly 96 operatingas expected and/or intended), a coupled or decoupled state of thetractor assembly 96 with a rail-mounted component 100, and/or whetherthe retention structure 32 has been successfully placed in the engagedor disengaged position. Accordingly, the vehicle 20 can relayinformation about the interaction of various components of the trackassembly 28 to other components of the track assembly 28 and/or othercomponents of the vehicle 20. Therefore, improved integration ofcomponents of the vehicle 20 can be achieved while providing improvedmonitoring of the components of the vehicle 20. The tractor power anddata brush assemblies 180, 184 will be discussed in more detail below.

Referring further to FIGS. 3-9, the carriage structure 36 can beprovided with one or more carriage power brush assemblies 188 and/or oneor more carriage data brush assemblies 192. The carriage power brushassembly 188 engages with the carriage power conductor 64 such thatrail-mounted components 100 that are coupled to the carriage structure36 can receive power from the power supply. In examples where therail-mounted component 100 is a seating assembly, the power receivedfrom the power supply by the carriage power brush assembly 188 cantransmit power to seat-mounted components that can include, but are notlimited to, safety devices, safety restraints, seat-mounted airbags,occupancy status sensors/indicators, comfort components, seat heatingcomponents, seat ventilation components, seat articulation motors (e.g.,seat back reclining, extension of lower leg support, adjustment of sidebolsters, adjustment of headrest position, swivel of seating assemblyrelative to vehicle 20, and/or armrest deployment/stowage), chargingstations for electronic devices, and/or seat-mounted entertainmentsolutions (e.g., audio and/or visual entertainment). In examples wherethe rail-mounted components 100 are consoles (e.g., floor consoles orcenter consoles), the power received from the power supply by thecarriage power brush assembly 188 can transmit power to consolecomponents. The console components that receive power can include, butare not limited to, light sources (e.g., incandescent bulbs and/orLEDs), compartment locks, thermal management systems (e.g., for cupholders and/or storage compartments), charging stations for electronicdevices, and/or actuation motors (e.g., for storage compartmentlids/covers). In examples where the rail-mounted components 100 arestorage units or rows of lockers, the power received from the powersupply by the carriage power brush assembly 188 can transmit power tostorage unit components. The storage unit components can include, butare not limited to, light sources (e.g., incandescent bulbs or LEDs),locks for individual storage compartments of the storage units, thermalmanagement systems (e.g., temperature controlled storage compartmentsfor transport of perishable foods and/or transport of delivered hotfoods), charging stations for electronic devices, stored itemsensors/indicators (e.g., weight sensors, optical sensors, cameras,and/or photoelectric sensors), and/or actuation motors for doors onindividual storage compartments.

Referring still further to FIGS. 3-9, the carriage data brush assembly192 engages with the carriage data conductor 72 such that therail-mounted components 100 and the vehicle 20 can communicate status,health, and/or instructions to one another. In examples where therail-mounted components 100 are seating assemblies, the datacommunicated between the carriage data conductor 72 and the carriagedata brush assembly 192 can include, but is not limited to, positionalong the rail assembly 40, rotational position of actuation motors,rotational position of seat components relative to one another (e.g.,seat back, seat, lower leg support, headrest, armrests, and/or sidebolsters), a swivel rotational position relative to the vehicle 20,health of the actuation motors (e.g., presence of binding, sticking, orother departures from expected/intended operation), occupancy status,on/off state of seat-mounted components (e.g., heating, ventilation,actuation motors, and/or entertainment solutions), engaged vs.disengaged state of safety restraints (e.g., buckled vs. unbuckled),health of safety devices, and/or health of seat-mounted airbags. Inexamples where the rail-mounted components 100 are consoles (e.g., floorconsoles or center consoles), the data communicated between the carriagedata conductor 72 and the carriage data brush assembly 192 can include,but is not limited to, position along the rail assembly, open vs. closedstatus of lids or covers to storage compartments, on/off status of lightsources, locked vs. unlocked status of compartment locks, on/off statusof thermal management systems, thermal status of thermal managementsystems (e.g., providing heated vs. cooled environment), and/orutilization state of charging stations (e.g., electronic deviceconnected vs. no electronic device connected). In examples where therail-mounted components 100 are storage units or rows of lockers, thedata communicated between the carriage data conductor 72 and thecarriage data brush assembly 188 can include, but is not limited to,on/off status of light sources, locked vs. unlocked status forindividual storage compartments, on/off status of thermal managementsystems, thermal status of thermal management systems (e.g., providingheated vs. cooled environment), utilization state of charging stations(e.g., electronic device connected vs. no electronic device connected),and/or item stored vs. empty status of a given storage compartment.

Referring further to FIGS. 3-9, the carriage power conductor 64, thecarriage data conductor 72, the tractor power conductor 84, and thetractor data conductor 92 are each provided with conductive members 194.The conductive members 194 are engaged by corresponding brushes 196 ineach of the brush assemblies. For example, the conductive members 194 inthe carriage power conductor 64 are engaged by brushes 196 in thecarriage power brush assemblies 188, the conductive members 194 in thecarriage data conductors 72 are engaged by brushes 196 in the carriagedata brush assemblies 192, the conductive members 194 in the tractorpower conductors 84 are engaged by brushes 196 in the tractor powerbrush assemblies 180, and the conductive members 194 in the tractor dataconductors 92 are engaged by brushes 196 in the tractor data brushassemblies 184. In some examples, such as those depicted in FIGS. 4, 5,8, and 9, a biasing member 198 can be provided that biases one or moreof the conductive members 194 to an extended position. Additionally oralternatively, the biasing member 198 can be provided such that one ormore of the brushes 196 is biased to an extended position. For example,see FIG. 6 where the biasing members 198 are provided behind one or moreof the brushes 196 such that the associated brushes 196 are biased tothe extended position while the biasing members 198 are omitted from theconductive members 194; as well as FIG. 9 where the biasing members 198are provided behind one or more of the conductive members 194 and one ormore of the brushes 196. Accordingly, active engagement between theconductive members 194 and the brushes 196 can be maintained such thatpower and/or data may be transferred between the vehicle 20 and thecarriage assembly 42 by way of the rail assembly 40.

Referring again to FIGS. 3-9, the carriage structure 36 can be providedwith upper rollers 200 and/or lower rollers 202. The upper and lowerrollers 200, 202 cooperate to retain a vertical position of the carriagestructure 36 relative to the rail assembly 40. While the upper and lowerrollers 200, 202 are described as retaining a vertical position of thecarriage structure relative to the rail assembly 40, the presentdisclosure is not so limited. Rather, the upper and lower rollers 200,202 can more broadly be described as retaining the carriage structure 36to the rail assembly 40 in a direction that is non-parallel with thedirection of travel along the rail assembly 40. Accordingly, the upperand lower rollers 200, 202 retain the carriage structure 36 to the railassembly 40 while allowing for actuation along the rail assembly 40 tooccur. The upper rollers 200 slidably engage with a surface of the topside 48 of the rail assembly 40. The lower rollers 202 can slidablyengage with surfaces that are defined by the first lateral side 52, thesecond lateral side 56, and/or the top side 48. For example, the lowerrollers 202 can slidably engage with an underside of rail shoulders 204that are defined by the rail assembly 40. The rail shoulders 204 can bedefined by a difference in a distance between exterior surfaces of thefirst and second lateral sides 52, 56 and an overall width of the topside 48. The upper and lower rollers 200, 202 can be, but are notlimited to, wheels, bearings, and/or glide bars (e.g., low frictionnon-rotating structures). In various examples, the lower rollers 202 canengage with a component that is inserted or otherwise provided in orproximate to the rail shoulders 204. For example, the lower rollers 202can slidably engage with a locking rail 208.

Referring further to FIGS. 3-9, the locking rail 208 can be T-shapedwith a leg 212 and a cross-member 216. The locking rail 208 can bereceived within a locking rail channel 220 that is defined by the railassembly 40. For example, the locking rail channel 220 can be defined byone or more of the top side 48, the first lateral side 52, and thesecond lateral side 56. The locking rail channel 220 is complementarilyshaped to receive the locking rail 208. Accordingly, the cross-member216 can provide lateral retention forces to retain the locking rail 208within the locking rail channel 220 during normal operation. In variousexamples, the leg 212 of the locking rail 208 can define recesses 224that receive a portion of the retention structure 32. The retentionstructure 32 can be provided with locking pawls 228 that engage with therecesses 224. The locking pawls 228 can extend downwardly from an upperportion 232 of the retention structure 32 toward the rail assembly 40.The locking pawls 228 include an engagement end 236 that engages withthe recesses 224 in the locking rail 208. In various examples, theengagement ends 236 can be arcuate in shape such that the engagementends 236 engage with an underside of the locking rail 208. The undersideof the locking rail 208 can define the recesses 224 that receive theengagement ends 236 of the locking pawls 228. In some examples, thelocking pawls 228 may aid in retention of the carriage structure 36 suchthat the lower rollers 202 may be omitted.

Referring yet again to FIGS. 3-9, the retention structure 32 is operablebetween raised and lowered positions. The raised position, in oneexample, is depicted in FIG. 4. An at least partially-lowered position,in one example, is depicted in FIG. 5. In some examples, the engagementend 236 of the locking pawl 228 does not fully exit a depth of therecess 224 in the locking rail 208 prior to movement of the retentionstructure 32 and the carriage structure 36 along the rail assembly 40.In such an example, the recesses 224 in the locking rail 208 may beinterconnected with adjacent others of the recesses 224 by a groove thatextends along the locking rail 208, where the groove has a depth that isshallower or less than the depth of the recesses 224. Accordingly, thelocking rail 208 may permit actuation along the rail assembly 40 whilepreventing unintentional decoupling of the retention structure 32 fromthe rail assembly 40 in directions that are non-parallel to thedirection of actuation of the carriage assembly 42 along the railassembly 40. In other examples, the engagement end 236 of the lockingpawl 228 fully exits the recess 224 in the locking rail 208 prior tomovement of the retention structure 32 and the carriage structure 36along the rail assembly 40. In either example, regardless of whether theengagement end 236 fully exits the recess 224 prior to actuation of theretention structure 32 and the carriage structure 36, the dimensionsand/or materials of the retention structure 32, the carriage structure36, and/or the rail assembly 40 can prevent unintentional decoupling ofthe retention structure 32 from the rail assembly 40. For example, inthe event that the engagement end 236 fully exits the recess 224 priorto actuation along the rail assembly 40, the size and positioning of theretention structure 32 relative to the rail assembly 40 can preventunintentional decoupling by the engagement ends 236 contacting the firstor second lateral sides 52, 56 depending on the direction of an externalforce. Accordingly, the retention structure 32 can be prevented fromunintentional decoupling from the rail assembly 40. The same fit andprevention of unintentional decoupling can also be provided in exampleswhere the engagement ends 236 do not fully exit the depth of therecesses 224 prior to actuation along the rail assembly 40.

Referring still further to FIGS. 3-9, the electromagnet 168 can inducemotion of the retention structure 32 such that the retention structure32 is moved between the raised and lowered positions. The movementinduced by the electromagnet 168 of the tractor assembly 96 is indirect.That is, no direct physical contact is made between the tractor assembly96, the electromagnet 168, and the retention structure 32. Additionally,no intermediate physical contact is made between the retention structure32, the tractor assembly 96, and the electromagnet 168 by way of anintermediate portion of the track assembly 28, such as a cam orconnecting member. Rather, the motion of the retention structure 32induced by the electromagnet 168 to move the retention structure 32 fromthe raised to the lowered position is accomplished by a magnetic fieldselectively provided by the electromagnet 168. In operation, the tractorassembly 96 is actuated to a location along the rail assembly 40 whereone of the carriage assemblies 42 is located. When the electromagnet 168is activated, the magnetic field provided by the electromagnet 168 cancause the retention structure 32 to move the engagement ends 236 of thelocking pawls 228 to the lowered or disengaged position relative to therecesses 224 such that the carriage assembly 42 can be actuated alongthe rail assembly 40. For example, the magnetic force provided by theelectromagnet 168 can act against biasing members, such as lock springs240, which bias the retention structure 32 to the raised or engagedposition with the recesses 224. In various examples, the retentionstructure 32 can be made of a magnetically-susceptible material (e.g.,steel) such that the magnetic field provided by the electromagnet 168can attract the retention structure 32 toward the tractor assembly 96and effect the disengagement of the engagement ends 236 from therecesses 224. The movement of the retention structure 32 between theraised and lowered positions is noted with arrow 244. Actuation of theretention structure 32 to the lowered or disengaged position permitsactuation of the carriage assembly 42 along the rail assembly 40, asdenoted with arrow 248. In some examples, the retention structure 32 maybe made from a material that is not susceptible to a magnetic field. Insuch an example, the retention structure 32 can be provided with aninsert 252 or a portion that is susceptible to magnetic fields.Accordingly, the electromagnet 168 can actuate the retention structure32 by way of the insert 252 or magnetically susceptible portion.

Referring again to FIGS. 3-9, the carriage structure 36 can be at leastpartially made from a magnetically susceptible material (e.g., steel) orprovided with an insert that is magnetically susceptible, similar to theexample outlined above for the retention structure 32. When theelectromagnet 168 is engaged below the carriage assembly 42, thecarriage structure 36 can be indirectly coupled to the tractor assembly96 that carries the engaged electromagnet 168. However, the carriagestructure 36 does not vertically actuate relative to the rail assembly40 due to the support provided by the upper rollers 200. Of course, itis contemplated that some degree of vertical movement of the carriagestructure 36 may occur due to the activation of the electromagnet 168,however, this minor vertical movement can be restricted to theclearances provided between components of the carriage assembly 42. Itis also contemplated that in many situations, the rail-mountedcomponents 100 may have a sufficient amount of weight to result in thetaking-up of tolerances between components of the carriage assembly 42prior to, and independent of, activation of the electromagnet 168. Whilelittle to no vertical movement of the carriage structure 36 relative tothe rail assembly 40 may occur as a result of the activation of theelectromagnet 168, once the electromagnet 168 is activated and themagnetic field interacts with the carriage structure 36, then subsequentmovement or actuation of the tractor assembly 96 relative to the railassembly 40 is imparted to the carriage structure 36 and ultimatelyresults in the actuation of the carriage assembly 42 along the railassembly 40, as indicated by arrow 248.

Referring yet again to FIGS. 3-9, a method of coupling the carriageassembly 42 and the tractor assembly 96 to the rail assembly 40 will nowbe described according to one example. The carriage assembly 42 isaligned with an end of the rail assembly 40 such that the rail assembly40 is generally collinear with a space between the carriage power brushassembly 188 and the carriage data brush assembly 192, as well as aspace between the locking pawls 228 of the retention structure 32. Insome examples, a portion of the locking rail 208 that is proximate aloading end of the rail assembly 40 can provide the recesses 224 as acontinuous groove of the same or similar depth as the recesses 224 suchthat coupling of the carriage assembly 42 can be accomplished withoutcompressing the lock springs 240. In such an example, the carriageassembly 42 can be coupled to the rail assembly 40 prior to the couplingof the tractor assembly 96 to the rail assembly 40 and without theexertion of additional energy by an assembler or by equipment used tocompress the lock springs 240. Alternatively, during assembly, amagnetic field can be applied as the carriage assembly 42 is beingcoupled to the rail assembly 40 such that the retention structure 32compresses the lock springs 240 and the carriage assembly 42 is free toslide along the rail assembly 40. The magnetic field in such an examplemay be provided by the tractor assembly 96 or by a piece of equipmentutilized by the assembler. For example, an electromagnet that isseparate from the tractor assembly 96 can be placed within the interioraperture 44 at the loading end of the rail assembly 40 and as thecarriage assembly 42 is being aligned with the rail assembly 40, theelectromagnet that is separate from the tractor assembly 96 can beutilized to compress the lock springs 240. It is also contemplated thatthe loading end of the rail assembly 40 can omit the locking rail 208such that the engagement ends 236 of the locking pawls 228 slide withinthe locking rail channel 220 while the lock springs 240 remain in anextend position that corresponds with the raised position of theretention structure 32. Once the carriage assembly 42 has been assembledto the rail assembly 40, the tractor assembly 96 can be utilized to movethe carriage assembly 42 along the rail assembly 40 to a desiredlocation. Coupling the tractor assembly 96 to the rail assembly 40 canbe done by aligning the tractor assembly 96 with the interior aperture44 and compressing the guide member biasing member 156 such that theguide members 148 fit within the dimensions of the interior aperture 44.Next, the tractor assembly 96 can be inserted into the interior aperture44 and ultimately engaged with the drive rack 128. In some examples, theprotruding features 152 within the interior aperture 44 can taper towardthe loading end of the rail assembly 40 such that the guide memberbiasing member 156 need not be compressed prior to inserting the tractorassembly 96 into the interior aperture 44. In such an example, as thetractor assembly 96 is actuated along the drive rack 128 along the railassembly 40, the protruding features 152 can taper inward such that theguide members 148 are actuated toward one another and the guide memberbiasing member 156 is compressed.

Referring further to FIGS. 3-9, a method of operating the track assembly28 will now be described according to one example. Once the tractorassembly 96 has been coupled to the rail assembly 40, the tractorassembly 96 can be utilized to adjust the position of one or morecarriage assemblies 42 along the rail assembly 40. Once one of thecarriage assemblies 42 has been coupled to the rail assembly 40, thetractor assembly 96 can be positioned below the carriage assembly 42 andthe electromagnet(s) 168 can be engaged. The engagement of theelectromagnet(s) 168 can transition the retention structure 32 from theraised position to the lowered position such that the engagement ends236 disengage from the recesses 224 to an extent that permits actuationof the carriage assembly 42 along the rail assembly 40. The engagementof the electromagnet(s) 168 can also result in a magnetic couplingbetween the tractor assembly 96 and the carriage assembly 42 such thatmovement of the tractor assembly 96 along the rail assembly 40 resultsin corresponding movement of the carriage assembly 42 along the railassembly 40. It is the magnetic coupling between the carriage assembly42 and the tractor assembly 96 that enables the use of a slot-lessapproach to the rail assembly 40 while maintaining the ability toactuate rail-mounted components 100 to various locations within thecabin 24. The magnetic coupling also enables a contact-free actuation ofthe carriage assembly 42 along the rail assembly 40. The unlocking ofthe retention structure 32 and the magnetic coupling between thecarriage assembly 42 and the tractor assembly 96 can occursimultaneously. Once the tractor assembly 96 has indirectly (e.g.,magnetically) coupled with the carriage assembly 42, the tractorassembly 96 can actuate the carriage assembly 42 to the desired locationalong the rail assembly 40. Once the carriage assembly 42 has reachedthe desired location, the tractor assembly 96 can disengage theelectromagnet(s) 168, which decouples the tractor assembly 96 from thecarriage assembly 42 and allows the retention structure 32 to assume itsraised or locked position with the engagement ends 236 entering one ormore of the recesses 224. The tractor assembly 96 can then actuate toanother location along the rail assembly 40 (e.g., back to the loadingend) to similarly engage with another carriage assembly 42 to thenactuate the next carriage assembly 42 to its associated desiredlocation. Accordingly, each rail assembly 40 can be provided with asingle tractor assembly 96 that is responsible for the adjustment of thepositions of multiple carriage assemblies 42 coupled to the given railassembly 40. In some examples, movement of the tractor assembly 96 inone rail assembly 40 can be synchronized with movement of the tractorassembly 96 in another rail assembly 40 to effect movement ofrail-mounted components 100 that are coupled to a plurality of the railassemblies 40 (e.g., storage units, lockers, consoles, seatingassemblies, etc.).

Referring now to FIGS. 3-10, the carriage structure 36 can extendthrough the retention structure 32. For example, the retention structure32 can define slots 256 that arms 260 of the carriage structure 36extend through such that the carriage power and data brush assemblies188, 192, which are carried by the arms 260, can engage with thecarriage power conductor 64 and the carriage data conductor 72,respectively. Such an arrangement of the carriage assembly 42 enablescontinuous contact between the carriage power conductor 64 and thecarriage power brush assembly 188, as well as the carriage dataconductor 72 and the carriage data brush assembly 192, while permittingdynamic actuation of the retention structure 32 relative to the carriagestructure 36. Additionally, the carriage structure 36 is able to providea bearing surface for the retention structure 32 to act upon when theretention structure is actuated between the raised and loweredpositions. The lock springs 240 can be positioned between a portion ofthe retention structure 32 and a portion of the carriage structure 36such that the lock springs 240 are sandwiched between the twocomponents. In some examples, the lock springs 240 may be positioned onor over a protrusion 262 that retains a lateral position of the locksprings 240 relative to the carriage assembly 42 as the lock springs 240are actuated between compressed and extended positions. The protrusions262 can be sized to fit within an inner diameter of the lock springs240.

Referring to FIG. 11, the carriage power conductor 64 is received withinthe first external channel 60. The carriage power conductor 64 isprovided with retention lips 264 that extend into corresponding portionsof the first external channel 60 such that the carriage power conductor64 is retained within the first external channel 60. The carriage powerconductor 64 can be provided with a first thickness from which theretention lips 264 extend to define a second thickness that is greaterthan the first thickness. In the depicted example, the conductivemembers 194 are positioned within conductive member channels 268 thatare defined by a body 272 of the carriage power conductor 64. The body272 defines peripheral portions 276 that flank a central portion 280.The peripheral portions 276 and the central portion 280 each define oneor more retaining protrusions 284 that aid in retention of theconductive members 194 within the conductive member channels 268. Theretaining protrusions 284 on the peripheral portions 276 extend inwardlytoward the central portion 280. Similarly, the retaining protrusions 284on the central portion 280 extend outwardly toward the peripheralportions 276. The retaining protrusions 284 extend over shoulders 288 ofthe conductive members 194 such that an interference fit is providedbetween the retaining protrusions 284 and the shoulders 288.Accordingly, the conductive members 194 are retained within theconductive member channels 268 in directions that are non-parallel to adirection of travel of rail-mounted components 100 along the railassembly 40. The peripheral portions 276 and the central portion 280 caninclude one or more tapered edges 292. The tapered edges 292 can aid inlocating or receiving engagement portions 296 of the brushes 196 thatare provided in the carriage power brush assembly 188. Said another way,upon misalignment of the brushes 196 relative to the conductive members194, the engagement portion 296 of the brushes 196 may contact thetapered edges 292 of the peripheral and/or central portions 276, 280. Insuch a situation, the tapered edges 292 can aid in guiding theengagement portions 296 into contact with the conductive members 194such that a connection is established between the carriage power brushassembly 188 and the carriage power conductor 64. The brushes 196 caninclude shoulders 300, similar to the shoulders 288 of the conductivemembers 194, which extend outwardly from a thickness of the engagementportion 296 of the brushes 196. Accordingly, the engagement portion 296defines a first thickness of the brush 196 and the shoulders 300 definea second thickness of the brushes 196, where the second thickness isgreater than the first thickness. Similar to the body 272 of thecarriage power conductor 64, the carriage power brush assembly 188 caninclude retaining protrusions 304 that are defined by a body 308 of thecarriage power brush assembly 188. The retaining protrusions 304 extendover the shoulders 300 of the brushes 196 such that the brushes 196 areretained within brush slots 310 that are defined by the body 308 of thecarriage power brush assembly 188. The relative dimensions of thebrushes 196 and the brush slots 310 can provide for actuation of thebrush 196 relative to the associated brush slot 310. For example, thebiasing members 198 in the carriage power brush assembly 188 can biasthe brush 196 to an extended position such that the brush 196 isencouraged to actively engage with the conductive member 194 in thecarriage power conductor 64. The engagement portion 296 of the brush 196can have length that is longer than a length of the portion of the brush196 that has the second thickness that defines the shoulders 300.Additionally, the brush slot 310 can be provided with dimensions thatare greater than the length of the portion of the brush 196 that definesthe shoulders 300. Accordingly, if the engagement portion 296 wears overtime such that the length of the engagement portion 296 decreases as afunction of time, the biasing members 198 can bias the brush 196 to theextended position such that the engagement portion 296 remains capableof contacting the conductive members 194. As with the body 272 of thecarriage power conductor 64, the body 308 of the carriage power brushassembly 188 can define retention lips 312 that engage with acorresponding portion of a housing 314 of the carriage power brushassembly 188 such that the body 308 is retained within the carriagepower brush assembly 188 in directions that are non-parallel to adirection of actuation along the rail assembly 40.

Referring now to FIG. 12, the tractor assembly 96 includes one or moreof the electromagnets 168. In the depicted example, the electromagnets168 are positioned proximate to ends of the tractor assembly 96 with theworm gear 144 and the drive motor 176 positioned between theelectromagnets 168. The worm gear 144 and the drive motor 176 arecoupled to one another by way of a drive shaft 316 that transmitsrotational motion imparted by the drive motor 176 into rotational motionof the worm gear 144. The worm gear 144 and the drive motor 176 arerotatable in at least one of a clockwise and a counter-clockwisedirection. In various examples, rotation of the worm gear 144 in one ofthe clockwise and the counter-clockwise direction results in actuationof the tractor assembly 96 in a first direction (e.g., forward) whilerotation of the worm gear 144 in the other of the clockwise and thecounter-clockwise direction results in actuation of the tractor assembly96 in a second direction (e.g., rearward). The worm gear 144 is providedwith teeth 320 that engage with the teeth 140 on the drive rack 128. Theengagement between the teeth 320 on the worm gear 144 and the teeth 140on the drive rack 128 enables the rotational motion imparted to the wormgear 144 by the drive motor 176 to be translated into linear motion ofthe tractor assembly 96 along the drive rack 128. The components of thetractor assembly 96 can be contained within a housing 324. The housing324 can be provided with, or define, open regions that are positionednear the one or more electromagnets 168. These open regions in thehousing 324 can receive a glide cap 328. The glide cap 328 can becoupled to the housing 324 with protrusions that engage with apertures332 that are defined by the housing 324. Coupling the glide caps 328 tothe housing 324 can be accomplished by pressing the glide caps 328 ontothe housing 324 where the open regions are provided, at which point, theglide cap 328 can slightly and momentarily deform or expand. Once theprotrusions provided on the glide cap 328 co-localize with the apertures332 in the housing 324 of the tractor assembly 96, the glide cap 328 canreassume its designed shape while being retained to the housing 324 ofthe tractor assembly 96. Said another way, the slight and momentarydeformation of the glide cap 328 can store an amount of restorativeenergy that is ultimately released upon the coupling of the protrusionswith the apertures 332.

Referring again to FIG. 12, the glide cap 328 is made from a materialthat has a low coefficient of friction with the material of the railassembly 40. The glide caps 328 are positioned over the electromagnets168 such that the glide caps 328 contact the rail assembly 40 uponactivation of the electromagnets 168 rather than the electromagnets 168or the housing 324 of the tractor assembly 96. Upon activation of theelectromagnets 168, the magnetic field provided by the electromagnets168 results in an attractive force with at least a portion of thecarriage assembly 42 (e.g., the retention structure 32 and/or thecarriage structure 36). Accordingly, the tractor assembly 96 may belifted within the interior aperture 44 such that direct physical contactis made with an underside of the top side 48 of the rail assembly 40.Therefore, the glide caps 328 provide a low-friction engagement betweenthe tractor assembly 96 and the rail assembly 40 that does not impedeactuation of the tractor assembly 96 along the interior aperture 44 ofthe rail assembly 40. In various examples, the glide caps 328 areremovable such that as the material of the glide caps 328 wears overtime, the glide caps 328 can be rapidly serviced and/or replaced.Additionally, the removable nature of the glide caps 328 can allow forutilization of the tractor assembly 96 in a variety of rail assemblies40 that may be made from materials that have varying coefficients offriction relative to one another such that a single material choice forthe glide caps 328 may not be optimal for each of the rail assemblies40. Accordingly, different glide caps 328 can be interchanged based onthe rail assembly 40 material that is present in a given configuration.In some examples, the housing 324 may be made of the material that theglide caps 328 would be made of such that the glide caps 328 may beomitted and the surface of the housing 324 may provide the decreasedcoefficient of friction with the underside of the top side 48 of therail assembly 40. In such an example, tractor assemblies 96 withdifferent materials for the housing 324 may be provided and/or utilizedsuch that a sufficiently low coefficient of friction is provided betweenthe tractor assembly 96 and the rail assembly 40. The teeth 320 on theworm gear 144 can be provided with a sufficient depth that, uponactivation of the electromagnet(s) 168 and raising of the tractorassembly 96 within the interior aperture 44, the teeth 320 on the wormgear 144 do not become decoupled from the teeth 140 on the drive rack128. The teeth 320 on the worm gear 144 extend from a portion of thehousing 324. In some examples, the tractor assembly 96 can be providedwith one or more glide bars 336. The glide bars 336 can carry a load orweight of the tractor assembly 96 such that components of the tractorassembly 96 do not stick or bind in the teeth 140 of the drive rack 128while also providing a wear-resistant and low-friction engagementbetween the tractor assembly 96 and the drive rack 128. Said anotherway, the glide bars 336 can support the tractor assembly 96 on the driverack 128 in a low-friction manner similar to the engagement of the glidecaps 328 with the rail assembly 40. Additionally, the glide bars 336carry and distribute the weight of the tractor assembly 96 such that theworm gear 144 does not carry vertical loads that result from the weightof the tractor assembly 96. Rather, the worm gear 144 carries loadsalong the direction of actuation (e.g., see arrow 248). Additionally, anamount of output torque required by the drive motor 176 may be decreaseddue to friction between the worm gear 144 and the drive rack 128 beingdecreased with the worm gear 144 not being pressed into the teeth 140 ofthe drive rack 128 by the weight of the tractor assembly 96.

In some examples, vehicles are provided with rails or rail assembliesthat allow for macro or micro adjustments of seating assemblies that aremounted to the rails or rail assemblies. However, the present disclosureprovides an improved track assembly 28 with a rail assembly 40 that isslot-less. The term slot-less is intended to refer to the absence of aslot in one or more sides of the rail assembly 40 that permits access toan interior of the rail assembly 40. Said another way, the rail assembly40 is slot-less in that a user cannot access the interior aperture 44from the top side 48, the first lateral side 52, the second lateral side56 or the bottom side 80 when the rail assembly 40 is mounted to thevehicle 20. Accordingly, the interior components of the track assembly28 that are provided in the interior aperture 44 are protected fromdebris, cargo items, and undesireable intrusion by a user (e.g., afinger of a user, a heal of a user's dress shoe, etc.) that can causedamage to the track assembly 28 and/or injury to the user. Therefore,the track assembly 28 of the present disclosure provides a robustsolution to actuation of the rail-mounted components 100 that iswell-suited for automated environments. The track assembly 28 can beoriented in various directions within the vehicle 20 (e.g.,longitudinally, laterally, angularly, and/or diagonally). Additionally,the track assembly 28 can be arranged in a network such that therail-mounted components 100 can traverse the cabin 24 in a variety ofdirections rather than a binary actuation in fore-aft or side-to-sidedirection. Instead, it is within the scope of the present disclosure forthe rail-mounted components 100 to be able to transition between trackassemblies 28 that are arranged at angles to one another (e.g., fromlongitudinal to lateral, from lateral to longitudinal, from longitudinalto angular, from angular to longitudinal, from lateral to angular, fromangular to lateral, and so on).

Referring to FIGS. 13-15, in various examples, the vehicle 20 can be adelivery or secure-access vehicle that is either driverless ordriver-isolated. The term driverless is intended to refer to the absenceof a driver physically located within the vehicle 20 such that thevehicle 20 is an autonomous vehicle 20. The term driver-isolated isintended to refer to a driver being present physically within thevehicle 20 but unable to access cargo items stored within the storage orcargo area of the vehicle 20. Additionally, the term driver-isolated isintended to refer to examples where the driver is remote-controlling thevehicle 20 from a location that is physically separate from the vehicle20. In such an example, the driver may be alternatively referred to asan operator. In the depicted example, the vehicle 20 is provided with aplurality of wheels 340 to allow the vehicle 20 to travel to variouslocations for pickup and delivery activities. The vehicle 20 can includea plurality of windows 344 positioned about the vehicle 20 such that thedriver, operator, and/or vehicle 20 can monitor the environment orsurroundings of the vehicle 20 for the purpose of operating andmaneuvering the vehicle 20 in a safe and effective manner. For example,camera mounted within the cabin 24 of the vehicle 20 can be oriented toview out of the windows 344 for security, safety, operating, and/ormaneuvering purposes.

Referring again to FIGS. 13-15, the vehicle 20 is provided with aplurality of access doors 348. The plurality of access doors 348 areprovided on at least one side of the vehicle 20 such that a user ordelivery-recipient can access stored items in the cabin 24. In variousexamples, the plurality of access doors 348 can be provided on a firstside 352 and a second side 356 of the vehicle 20. One or more of theaccess doors 348 can be provided with a viewing panel 360 that can betransitioned between a viewing state and a privacy state. The viewingstate of the viewing panel 360 can allow the user or delivery-recipientto see through the viewing panel 360 into the cabin 24. Accordingly, theviewing state of the viewing panel 360 can provide the viewing panel 360as transparent or translucent. Various approaches can be utilized toaccomplish the viewing state of the viewing panel 360. For example, theviewing panel 360 may be tinted such that the cabin 24 of the vehicle isobscured from view when interior lights within the cabin 24 are notilluminated. In such an example, the privacy state can be accomplishedby turning off the interior lights within the cabin. Additionally oralternatively, the viewing panel 360 can be provided with a privacyshade either within the viewing panel 360 or on an interior side of theaccess doors 360 that is operable between open and closed positions(e.g., raised and lowered positions). Utilizing the privacy shade,either instead of tinting or in addition to tinting, can be beneficialin concealing whether or not a user is in the cabin 24, as well asconcealing what the user may be retrieving from the cabin 24.Accordingly, in the event that another person was lying in wait toambush the user that is retrieving an item from the cabin 24, then theperson lying wait would not know what the user had retrieved or when theuser might be exiting the vehicle 20. In some examples, the viewingpanel 360 may be an electronic viewing panel 360. For example, theelectronic viewing panel 360 may be a monitor that displays an image ofthe cabin 24 immediately interior of the viewing panel 360 such that theviewing state is accomplished by the displaying of the image of thecabin 24 and the privacy state is accomplished by not displaying theimage of the cabin 24. In such an example, the privacy state may providethe viewing panel 360 a blank screen or may display a message upon thescreen (e.g., in-use, occupied, out-of-service, an advertisement, etc.).Alternatively, the electronic viewing panel 360 may be a dimmable glass(e.g., a smart window). In one example, the dimmable glass may include athin layer of gel between two glass plates. Upon application of anelectrical current to the gel layer, a chemical reaction occurs thatalters the opacity of the gel layer and ultimately the viewing panel360. In another example, the dimmable glass may be made from atransparent indium tin oxide that is modified with platinumnanoparticles such that the viewing panel 360 is conductive. Uponapplication of an electrical current, at least one metallic material(e.g., copper) can flood the viewing panel 360 such that the metal ionssaturate the conductive viewing panel 360 and physically block light toprovide the privacy state. In some examples, the windows 344 may also beprovided with security measures to provide privacy to the cabin 24 ofthe vehicle 20. For example, the cabin 24 of the vehicle 20 may not bevisible from the windows 344 due to a physical barrier, such as theprivacy shade, a wall of the cabin 24, a structure within the cabin 24(e.g., an exterior surface of a storage unit), dimmable glass, or thelike. Cameras that may be provided within the cabin 24 of the vehicle 20may be positioned or oriented such that a line-of-sight or viewing angleof the camera is not effected by the physical privacy barrier.

Referring further to FIGS. 13-15, each of the access doors 348 can beindependently operable such that the user or delivery-recipient canenter through any of the access doors 348. However, depending on acurrent configuration of the cabin 24 of the vehicle 20, the user ordelivery-recipient may only be able to access the cabin 24 through someof the access doors 348. Accordingly, the access doors 348 cancommunicate to the user or delivery-recipient which of the access doors348 should be used to access the cabin 24 of the vehicle 20. In exampleswhere the viewing panel 360 is a display or screen, the display may beilluminated or the display can present a message to the user ordelivery-recipient (e.g., “Enter Here). In other examples, interiorlights within the cabin 24 may be illuminated such that an area of thecabin 24 immediately behind one of the access doors 348 where the useror delivery-recipient can successfully access the cabin 24 isilluminated. Accordingly, the available access door(s) 348 may be atleast partially backlit or illuminated relative to the remaining accessdoor(s) 348. In some examples, the viewing panel 360 may be providedwith a light source 364 that extends about a perimeter of the viewingpanel 360. The light source 364 can be utilized to indicate which of theaccess doors 348 to utilize in accessing the cabin 24. In variousexamples, the access doors 348 can be provided with labels (e.g., door1, door 2, door 3, front, rear, middle) and the user ordelivery-recipient can be informed by way of an electronic communication(e.g., email, text message, phone call, application notification) as towhich of the access doors 348 to utilize in accessing the cabin 24. Theaccess doors 348 can each be provided with an access panel 368. Theaccess panel 368 grants access to the user or intendeddelivery-recipient. The access panel 368 can be utilized to actuate theassociated access door 348 while the remaining access doors 348 remainin a closed position. The access panel 368 can take many forms. Forexample, the access panel 368 can be, but is not limited to, a keyreader, a code reader, a near-field communication (NFC) reader, a radiofrequency reader, an encrypted code reader, and/or a keypad. The vehicle20 can communicate a one-time access code to the user ordelivery-recipient by way of a pin, an encrypted signal, or anotherunique and secure access code that is provided in an electroniccommunication. Alternatively, the user or delivery-recipient can createa personalized access code that is entered or otherwise communicated tothe access panel 368 such that the associated access door 348 can beopened. In some examples, the access panel 368, rather than the viewingpanel 360, can be utilized to indicate which of the access doors 348 theuser or delivery-recipient is to utilize to access the cabin 24 of thevehicle 20. For example, the access panel 368 may be illuminated or acover may be opened that can be provided on the access panel 368. Thecover on or over the access panel 368 can protect the access panel 368from environmental conditions when the cover is in a closed position.

Referring still further to FIGS. 13-15, the plurality of access doors348 can include three individual access doors 348. For example, theplurality of access doors 348 can include a front door 372, a middledoor 376, and a rear door 380. The access doors 348 can be selectivelyactuated to grant access to a portion of the cabin 24 while otherportions of the cabin 24 remain inaccessible to the user ordelivery-recipient. For example, actuation of the front door 372 to anopen position can grant access to a front portion of the cabin 24 (seeFIG. 14A), actuation of the middle door 376 can grant access to a middleportion of the cabin 24 (see FIGS. 14B and 14C), and actuation of therear door 380 can grant access to a rear portion of the cabin 24 (seeFIG. 14D). The individual access doors 348 can be horizontally offsetfrom adjacent others of the individual access doors 348 such thatactuation of one of the individual access doors 348 results in adjacentindividual access doors 348 overlapping with one another. For example,actuation of the front door 372 to the open position, as shown in FIG.14A, results in the front door 372 and the middle door 376 overlappingwith one another. Similarly, actuation of the middle door 376 to theopen position results in the middle door 376 overlapping with the reardoor 380 (see FIG. 14B) or results in the middle door 376 overlappingwith the front door 372 (see FIG. 14C), depending on the configurationof the cabin 24 and which arrangement of the doors results in easieringress/egress for the user or delivery-recipient. Also, actuation ofthe rear door 380 to the open position results in the rear door 380overlapping with the middle door 376 and may additionally result in thefront door 372 and the rear door 380 being temporarily adjacent to oneanother (see FIG. 14D).

Referring yet again to FIGS. 13-15, the cabin 24 can be provided withone or more of the rail assemblies 40 coupled thereto. The railassemblies 40 receive the carriage assemblies 42 and the tractorassemblies 96 such that the cabin 24 is provided with one or more of thetrack assemblies 28. The rail assemblies 40 can be coupled to, orinstalled in, at least one of a floor 384 of the cabin 24 and a ceiling388 of the cabin 24. Accordingly, the rail-mounted components 100 can becoupled to the vehicle 20 by way of the floor 384 and/or the ceiling388. It may be beneficial to couple the rail-mounted components 100 to aplurality of the rail assemblies 40, whether that be a plurality of railassemblies 40 in the floor 384, a plurality of rail assemblies 40 in theceiling 388, or rail assemblies 40 in the floor 384 and rail assemblies40 in the ceiling 388, as the additional contact points with the vehicle20 may offer greater stability to the rail-mounted components 100 whilealso decreasing the load felt by individual rail assemblies 40, carriageassemblies 42, and/or tractor assemblies 96. When the rail-mountedcomponents 100 are coupled to a plurality of the rail assemblies 40, thetractor assemblies 96 in each of the rail assemblies 40 that a givenrail-mounted component 100 is coupled to can be synchronized with oneanother such that actuation of the rail-mounted component 100 is carriedout effectively, efficiently, and in a manner that prevents the trackassemblies 28 from binding or sticking due to unsynchronized movement ofthe rail-mounted component 100. Unsynchronized movement of therail-mounted component 100 when the rail-mounted component 100 iscoupled to a plurality of the rail assemblies 40 can result in binding,sticking, misalignment and/or damage to the track assemblies 28 or itscomponents.

Referring further to FIGS. 13-15, the rail-mounted components 100 can bestorage units 392. Individual storage units 392 can be coupled to one ormore of the carriage assemblies 42. For example, the storage unit 392can be coupled to one or more of the carriage structures 36 provided inthe cabin 24. Accordingly, actuation of the associated carriageassemblies 42 along the rail assembly 40 or rail assemblies 40 resultsin actuation of the storage unit 392 within the cabin 24. The storageunits 392 can be provided with longitudinal walls 396 and/or lateralwalls 400. The longitudinal walls 396 can extend parallel to alongitudinal axis of the vehicle 20 and the lateral walls 400 can extendparallel to a lateral axis of the vehicle 20. The longitudinal walls 396and/or the lateral walls 400 define storage compartments 404 within thestorage units 392. The longitudinal walls 396 and/or the lateral walls400 can be arranged to provide consistently sized storage compartments404 within a single storage unit 392. Alternatively, the longitudinalwalls 396 and/or the later walls 400 can be arranged to provide storagecompartments 404 of various sizes within a single storage unit 392. Thestorage units 392 that are forward-most and rearward-most in the cabin24 of the vehicle 20 may remain stationary relative to the vehicle 20once the storage units 392 have been installed in the vehicle 20. Thestorage units 392 that are not moved during reconfigurations of thecabin 24, such as those depicted in FIGS. 14A-14D, may be referred to asstatic storage units 392. The static storage units 392 may be capable ofmovement by one of the tractor assemblies 96, however movement of thestatic storage units 392 may not be needed to grant access to thestorage compartments 404 provided therein. The storage units 392 thatare positioned between the forward-most and the rearward-most storageunits 392 may be moved regularly by the tractor assemblies 96.Accordingly, the storage units 392 that are positioned between theforward-most and the rearward-most storage units 392 may be referred toas dynamic storage units 392. In an effort to increase storage capacityand security, the dynamic storage units 392 can be actuated to presentthe user or delivery-recipient with accessible sides of adjacent storageunits 392 such that an aisle is defined by the adjacent storage units392. The access door 348 that the user or delivery-recipient is directedto is chosen to grant the user or delivery-recipient an easy ingress tothe cabin 24 and egress from the cabin 24. By limiting access to as fewof the storage compartments 404 as possible when a person is within thecabin 24, security for the remaining storage compartments 404 isincreased while also providing the ability to transport a greater numberof delivery items. Combining the physical impedance of the storage units392 being actuated so close to one another that a person cannot fitbetween adjacent storage units 392 that are not intended to be accessedat that time with the limited access provided by the access doors 348provides a highly secure and highly efficient delivery vehicle.

Referring again to FIGS. 13-15, the arrangement of the storage units 392within the cabin 24 can be accomplished while the vehicle 20 istraveling between drop-off or pick-up locations such that the cabin 24is in the necessary configuration for the user or delivery-recipient toaccess the storage compartment(s) 404 that are intended for that givenuser or delivery-recipient. Alternatively, the arrangement of thestorage units 392 within the cabin 24 can be accomplished once thevehicle 20 has arrived at the drop-off or pick-up location. In oneexample, the storage units 392 can be arranged once the vehicle 20 hasverified that the user or delivery recipient that is intended for thegiven drop-off or pick-up is present. For example, upon verification ofthe presence of the intended user or delivery-recipient (e.g., by thevehicle 20 receiving a security code from the user or deliveryrecipient) the storage units 392 can be arranged to grant access to thestorage compartment(s) 404 that are intended for the given drop-off orpick-up. The arrangement of the storage units 392 within the cabin 24may occur simultaneously to the opening of the associated access door348 that will allow the user or delivery-recipient to access thenecessary storage compartment(s) 404. In some examples, the storageunits 392 may be actuated to a security position while the vehicle 20 isin transit between drop-off or pick-up locations. In one example, thesecurity position of the storage units 392 can provide the storage units392 as spaced apart from one another to an extent that would not allowan unauthorized user to physically fit between adjacent storage units392 and/or spaced apart from one another to an extent that would notallow doors of the storage compartments 404 to be fully opened due tophysical contact or interference with adjacent storage units 392. Suchan arrangement could prevent unauthorized access to the storagecompartments 404 by would-be thieves that may attempt to break into thevehicle 20 between delivery and/or pick-up locations (e.g., in transit)or jobs (e.g., while the vehicle 20 waits for the intended user ordelivery-recipient or after the intended user or delivery-recipientexits the vehicle 20).

Referring now to FIGS. 14A-14D, examples of accessing various storagecompartments 404 of the storage units 392 will now be discussed. For theuser or delivery-recipient to access storage compartments 404 in eitherof the two forward-most storage units 392, the cabin 24 is arranged asdepicted in FIG. 14A where the two forward-most storage units 392 defineeither side of a front aisle. The storage units 392 can be actuated, forexample, by the tractor assemblies 96 provided in the track assemblies28 to assume the configuration shown in FIG. 14A. Once the vehicle 20verifies that the intended user or intended delivery-recipient ispresent (e.g., by input of a security code on the indicated access door348 or access panel 368), then the vehicle 20 can open the front door372 on at least one of the sides of the vehicle 20 (e.g., the first side352). For the user or delivery-recipient to access the storagecompartments 404 in either of the two storage units 392 positionedimmediately rearward of the forward-most storage unit 392, as depictedin FIG. 14B, the second and third storage units 392 from a front of thevehicle 20 are separated from one another such that the second and thirdstorage units 392 define the sides of a front-middle aisle. The storageunits 392 can be actuated, for example, by the tractor assemblies 96provided in the track assemblies 28 to assume the configuration shown inFIG. 14B. Once the vehicle 20 verifies that the intended user orintended delivery-recipient is present (e.g., by input of a securitycode on the indicated access door 348 or access panel 368), then thevehicle 20 can open the middle door 376 in a rearward direction on atleast one of the sides of the vehicle 20 (e.g., the first side 352) togrant access to the front-middle aisle. For the user ordelivery-recipient to access the storage compartments 404 in either ofthe two storage units 392 positioned as the third and fourth storageunits 392 rearward of the forward-most storage unit 392, as depicted inFIG. 14C, the third and fourth storage units 392 from the front of thevehicle 20 are separated from one another such that the third and fourthstorage units 392 define the sides of a rear-middle aisle. The storageunits 392 can be actuated, for example, by the tractor assemblies 96provided in the track assemblies 28 to assume the configuration shown inFIG. 14C. Once the vehicle 20 verifies that the intended user orintended delivery-recipient is present (e.g., by input of a securitycode on the indicated access door 348 or access panel 368), then thevehicle 20 can open the middle door 376 in a forward direction on atleast one of the sides of the vehicle 20 (e.g., the first side 352) togrant access to the rear-middle aisle. For the user ordelivery-recipient to access the storage compartments 404 in either ofthe two storage units 392 positioned as the two rearward-most storageunits 392, as depicted in FIG. 14D, the two rearward-most storage units392 are separated from one another such that the two rearward-moststorage units 392 define the sides of a rear aisle. The storage units392 can be actuated, for example, by the tractor assemblies 96 providedin the track assemblies 28 to assume the configuration shown in FIG.14D. Once the vehicle 20 verifies that the intended user or intendeddelivery-recipient is present (e.g., by input of a security code on theindicated access door 348 or access panel 368), then the vehicle 20 canopen the rear door 376 in a forward direction on at least one of thesides of the vehicle 20 (e.g., the first side 352) to grant access tothe rear aisle.

Referring again to FIGS. 14A-14D, some of the storage units 392 may bepassive storage units 392 that slidably engage with the rail assemblies40 but are not moved by the tractor assemblies 96. For example, thestorage units 392 immediately adjacent to the forward-most andrearward-most storage units 392 can be passive storage units 392.Accordingly, the passive storage units 392 can be flanked on either sideby active storage units 392 that are moved by the tractor assemblies 96.Therefore, the active storage units 392 can be utilized to actuate thepassive storage units 392 by having the tractor assemblies 96 drive theactive storage units 392 to actuate the passive storage units 392. Forexample, actuating the second storage unit 392 from the front of thevehicle 20 to the position shown in FIG. 14A can be accomplished by theactuation of the forward-most storage unit 392 toward the rear of thevehicle 20 until the remaining storage units 392 are stacked in closeproximity to one another. Then, the forward-most storage unit 392 can beactuated back to the front of the vehicle 20 such that the front aisleis provided. Similarly, actuating the second storage unit 392 from thefront of the vehicle 20 to the position shown in FIG. 14B can beaccomplished by the actuation of the rearwardly adjacent storage unit392 that is the third storage unit 392 from the front of the vehicle 20in a vehicle-forward direction until the second storage unit 392 fromthe front of the vehicle 20 and the forward-most storage unit 392 are inclose proximity to one another. Then, the third storage unit 392 fromthe front of the vehicle 20 can be actuated vehicle-rearward such thatthe front-middle aisle is provided. To provide the rear-middle aisle,the third storage unit 392 from the front of the vehicle 20 can beactuated in the vehicle-forward direction until the third storage unit392 from the front of the vehicle 20 is in close proximity to the secondstorage unit 392 from the front of the vehicle 20 such that thearrangement depicted in FIG. 14C is achieved and the rear-middle aisleis accessible. To provide the rear aisle, the rearward-most storage unit392 can be actuated in the vehicle-forward direction such that theremaining storage units 392 are stacked in close proximity to oneanother. Then, the rearward-most storage unit 392 can be actuated in thevehicle-rearward direction such that the arrangement depicted in FIG.14D is achieved and the rear aisle is accessible.

Referring to FIG. 16, the storage unit 392 is shown according to one,non-limiting, example. The storage unit 392 is provided with a pluralityof the storage compartments 404. The storage compartments 404 can varyin size such that cargo items of various sizes for delivery or pick-upcan be deposited and secured. In some examples, the storage units 392may each be provided with a user interface 408. The user interface 408can include a display screen 412 and/or an input device 416, such as akeypad. In various examples, the display screen 412 may be a touchscreensuch that the display screen 412 is also the input device 416. Once theuser or delivery-recipient has entered the cabin 24, the user ordelivery-recipient may be required to separately authenticate that theyare the intended user or intended delivery-recipient by entering aseparate access or security code into the user interface 408 (e.g., pinor encrypted transmission). Accordingly, a two-step verification may beprovided for added security. The user interface 408 can be utilized toinstruct the user or delivery-recipient as to which of the storagecompartment(s) 404 contain their intended items or which storagecompartment(s) 404 to place their items for delivery elsewhere. The userinterface 408 may also be provided with a code reader (e.g., a scanner)that can be utilized for rapid data entry on the items that are beingstored within the storage compartments 404. Such a code reader can beparticularly beneficial and efficient when utilized at distributioncenters where delivery items are loaded.

Referring now to FIG. 17, the storage compartment 404 may be providedwith the user interface 408 and the input device 416. Accordingly,additional security may be provided by each of the storage compartments404 having a separate lock or securing arrangement. Providing the inputdevice 416 for accessing individual storage compartments 404 can be donein addition to, or instead of, utilizing the user interface 408 on thelarger storage unit 392 (FIG. 16). The storage compartments 404 can beprovided with a handle 420 for opening the door of the storagecompartment 404 once the storage compartment 404 has been unlocked. Insome examples, the handle 420 can be defined by a front surface 424 orface of the door of the storage compartment 404. In various examples,the handle 420 may be omitted and the door of the storage compartment404 may be biased to an open position (e.g., by a spring or piston) suchthat unlocking of the storage compartment 404 results in automatedopening of the door of the storage compartment 404.

The present disclosure provides the cabin 24 of the vehicle 20 with aplurality of the storage units 392. The storage units 392 can each beindependently coupled to one or more of the rail assemblies 40. Thevehicle 20 of the present disclosure provides an improved deliveryarrangement that is highly secure and well-suited for automated orpartially-automated pick-up and delivery of items todelivery-recipients.

Modifications of the disclosure will occur to those skilled in the artand to those who make or use the concepts disclosed herein. Therefore,it is understood that the embodiments shown in the drawings anddescribed above are merely for illustrative purposes and not intended tolimit the scope of the disclosure, which is defined by the followingclaims as interpreted according to the principles of patent law,including the doctrine of equivalents.

It will be understood by one having ordinary skill in the art thatconstruction of the described concepts, and other components, is notlimited to any specific material. Other exemplary embodiments of theconcepts disclosed herein may be formed from a wide variety ofmaterials, unless described otherwise herein.

For purposes of this disclosure, the term “coupled” (in all of itsforms: couple, coupling, coupled, etc.) generally means the joining oftwo components (electrical or mechanical) directly or indirectly to oneanother. Such joining may be stationary in nature or movable in nature.Such joining may be achieved with the two components (electrical ormechanical) and any additional intermediate members being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature, or may be removableor releasable in nature, unless otherwise stated.

It is also important to note that the construction and arrangement ofthe elements of the disclosure, as shown in the exemplary embodiments,is illustrative only. Although only a few embodiments of the presentinnovations have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed may be constructed of multipleparts, or elements shown as multiple parts may be integrally formed, theoperation of the interfaces may be reversed or otherwise varied, thelength or width of the structures and/or members or connector or otherelements of the system may be varied, and the nature or numeral ofadjustment positions provided between the elements may be varied. Itshould be noted that the elements and/or assemblies of the system may beconstructed from any of a wide variety of materials that providesufficient strength or durability, in any of a wide variety of colors,textures, and combinations. Accordingly, all such modifications areintended to be included within the scope of the present innovations.Other substitutions, modifications, changes, and omissions may be madein the design, operating conditions, and arrangement of the desired andother exemplary embodiments without departing from the spirit of thepresent innovations.

It will be understood that any described processes, or steps withindescribed processes, may be combined with other disclosed processes orsteps to form structures within the scope of the present disclosure. Theexemplary structures and processes disclosed herein are for illustrativepurposes and are not to be construed as limiting.

It is also to be understood that variations and modifications can bemade on the aforementioned structures and methods without departing fromthe concepts of the present disclosure, and further, it is to beunderstood that such concepts are intended to be covered by thefollowing claims, unless these claims, by their language, expresslystate otherwise.

What is claimed is:
 1. A vehicle, comprising: a cabin; and a trackassembly coupled to a portion of the cabin, the track assemblycomprising: one or more retention structures; one or more carriagestructures, each of the one or more carriage structures extendingthrough one of the one or more retention structures to create carriageassemblies; and one or more rail assemblies that receive the carriageassemblies such that the carriage assemblies slidably couple with therail assembly, wherein the rail assembly defines an interior aperture,the interior aperture being inaccessible from a top side, a firstlateral side, and a second lateral side of the rail assembly.
 2. Thevehicle of claim 1, wherein the one or more rail assemblies areinstalled in at least one of a floor and a ceiling of the cabin.
 3. Thevehicle of claim 1, further comprising: a storage unit coupled to one ormore of the one or more carriage structures such that actuation of theassociated one or more of the one or more carriage structures along theone or more rail assemblies results in actuation of the storage unitwithin the cabin.
 4. The vehicle of claim 3, wherein the storage unitcomprises a plurality of storage compartments.
 5. The vehicle of claim1, further comprising: a plurality of storage units independentlycoupled to one or more of the one or more rail assemblies.
 6. Thevehicle of claim 5, wherein each of the plurality of storage units iscoupled to an associated one of the one or more carriage structures. 7.The vehicle of claim 5, wherein each of the plurality of storage unitsis coupled to a plurality of the carriage structures, and wherein eachof the carriage structures is positioned on a separate one of the one ormore rail assemblies.
 8. The vehicle of claim 5, wherein at least one ofthe plurality of storage units is capable of being actuated along theone or more rail assemblies by a tractor assembly.
 9. The vehicle ofclaim 1, further comprising: a first external channel defined by thefirst lateral side of the rail assembly; and a carriage power conductorreceived within the first external channel.
 10. The vehicle of claim 9,further comprising: a second external channel defined by the secondlateral side of the rail assembly; and a carriage data conductorreceived within the second external channel.
 11. The vehicle of claim 1,further comprising: a first interior channel defined by the firstlateral side of the rail assembly and positioned within the interioraperture; and a tractor power conductor received within the firstinterior channel.
 12. The vehicle of claim 11, further comprising: asecond interior channel defined by the second lateral side of the railassembly and positioned within the interior aperture; and a tractor dataconductor received within the second interior channel.
 13. The vehicleof claim 12, further comprising: a tractor assembly that movably coupleswith the rail assembly within the interior aperture.
 14. The vehicle ofclaim 1, further comprising: a plurality of access doors on at least oneside of the vehicle such that the cabin of the vehicle can be accessedby a user.
 15. The vehicle of claim 14, wherein the plurality of accessdoors comprise three individual access doors that are selectivelyactuated to grant access to a front portion, a middle portion, or a rearportion of the cabin.
 16. The vehicle of claim 15, wherein theindividual access doors are horizontally offset from adjacent others ofthe individual access doors such that actuation of one of the individualaccess doors results in adjacent individual access doors overlappingwith one another.
 17. A vehicle, comprising: a cabin; and a trackassembly coupled to a portion of the cabin, the track assemblycomprising: a rail assembly that defines an interior aperture, theinterior aperture being inaccessible from a top side, a first lateralside, and a second lateral side of the rail assembly, wherein the railassembly defines a first external channel in the first lateral side anda second external channel in the second lateral side, the first andsecond external channels receiving a carriage power conductor and acarriage data conductor, respectively.
 18. The vehicle of claim 17,further comprising: a first interior channel defined by the firstlateral side of the rail assembly and positioned within the interioraperture; and a tractor power conductor received within the firstinterior aperture.
 19. The vehicle of claim 18, further comprising: asecond interior channel defined by the second lateral side of the railassembly and positioned within the interior aperture; and a tractor dataconductor received within the second interior channel.
 20. The vehicleof claim 19, further comprising: a tractor assembly that movably coupleswith the rail assembly within the interior aperture, wherein the tractorassembly indirectly couples with rail-mounted components to actuate therail-mounted components along the rail assembly.